Apparatus for preventing undesired release of fluid pressure brakes



A. T. GORMAN ETAL APPARATUS FOR PREVENTING UNDESIRED RELEASE OF FLUID PRESSURE BRAKES Sept. 30, 1952 Filed Sept. 28, 1950 INVENTORS Andrew 7. Gannon BY Earle 8'. Cool:

' ATTORNEY Patented Sept. 30, 1952 APPARATUS FOR PREVENTING UNDESIRED RELEASE OF FLUID PRESSURE BRAKES Andrew '1. Gornian, Pitcairmand Earle. S. Cook, Forest Hills, Pa., 'assignors to Westinghouse Air Brake Company; acorporation of Pennsylvania Application September 28, 1950, Serial No. 187,262 '7 Claims. (01. 303-14) 7 This invention relates to fluid'pressure brakes and more particularly to the type for use on railway locomotives. I I II The No 24 RL locomotive brake equipment ow ar d smf b i We in i Air Brake C n 's n t u i P m hl N 0 6. t d, a h a as m ee pn'mo e mult ple unit diesel locomotives arranged to be controlled frorneither end, comprises an engineer's automatic brake valve device on-eachof the end units for controlling the brakes .on t he locomotiveand cars of a train selectively eitherthrough a brake pipe on the usual automatic principle or astraight air pipe on anelectro-pneuinaticprinciple. An

engineers independent brake valve device is also provided on each of the end units for controlling thebrakes onthe locomotive independently of the brakes on cars of aconnected train. I I I When the brakes on; the locomotive and cars of a trainare applied'by operation of the a u t -I matic brakevalve device and the engineerfdesir'es to release the brakes on the locomotive witheut releasing the brakes on the cars of a connected train he will operate the independent brake valve. device to supplyfluid undenpressure to an actuating pipe 'Which extends .through the several units of -the locomotive. I On each unit aselector piston is. provided to respond to the fluid pressure thus provided in the actuating pipe and move to a releaseposit-ion foropening release communicatign through which the brake applying fiuid on the respective unit will be vented to release the brakes on the unit. Normally the actuating pipe is vented at the independent brake valve device to permit the selector pistons on the several unitsto assume a normal position in which thebrake release communication .is closed. I On each of the end units of the locomotive a brake pipe'cut-out cock is provided for closing communication between the brake pipe and automatic brake valve device at thenon-control end of the locomotive and for opening suchcommuni-' cation at the control end of the locomotive. Likewise a cut-out valve device isprovided in the connection between the independent brake valve device on each end unit of the locomotive and the actuating pipe and is closed at the non control end and opened at the control end of the locomotive.

'When changing control ends of the locomotive the engineer'is required to operate the automatic brake valve device at the control end to efiect a full service reduction in brake pipe pressure.

and thereby a full automatic application of brakes on the locomotive and then move the position,

brake valve to lap position followed by closing of the brake pipe cut-out cook. The independent brake valve handle is moved to release if ,notalready so positioned, in which itis normally carriedwhile the brakes on the locomotive and cars of a train are being controlled by the automatic brake valve device, and then the cut-out valve device is closed. The automatic brake valve handle is then moved to running position which with the brake pipe cutout cock closed has no efiect upon brake pipe pressure and the application of brakes on the locomotive. Both brake valve handles are then removed and taken to the opposite end of the locomotive where they are applied to the respective brake valve devices. The brake pipe cut-out cock and cut-out valve device at that end are then opened to provide for control of the brakes on the locomotive and cars of a connected train from that end. L

It will be noted that during the interval of time between closing of the cut-out valve device at the one end of the locomotive and opening the cutout valve device at the opposite end, the actuating pipe is disconnected from exhaust through the independent brake valve devices at both ends of the locomotive and if there should be leakage through either or both cut-out valve devices to the actuating pipe of such a degree as to buildup the pressure therein, during such interval of time, sufiiciently to cause the selector pistons tomove to-their release position the application of brakes on the locomotive will be re leased. To reapply the locomotive brakes under such a condition it is necessary to reopen one of the cut-out valve devices for venting the actuating pipe. This takes time and in case the brake release occurs while the engineer is, for example, near the middle of the locomotive time is re quired to reach a cut-out valve device. In other words, such leakage might result in a dangerous situation in that a locomotive might get out of control.

The principal object of the invention is therefore the provision of means for insuring that leakage of fluid under pressure into theactuating pipe under the conditions above described cannot result in an undesired release of brakes on the locomotive.

Other objects and advantages will become apparent from the following more detailed description of the invention.

In the accompanying drawing; Fig. 1 is a diagrammatic view of, a multiple unit locomotive :with a portion of a 24RL locomotive brake equipment shown in outline superimposed thereon;

Description The fluid pressure brake equipment embodying the invention, and for use on multiple unit locomotives such as the diesel type comprising two 1 end A units, either one of which may be the lead-,

ing end of the locomotive, and one or more intermediate B units disposed between and coni a stem to said slide valve and subject on one nected to said end units, andwhich units are indicated in Fig. 1 of the drawing by'suitable leg' ends, generally may be like that disclosed in the instruction pamphlet above referred to, in view of which only such parts of the equipment are shown in the drawing as deemed necessary to a I clear understanding of the invention and ior'like reasons the following description thereof will also be limited.

As-shown in the drawing, reference numerals I and 2 designate, respectively, the brake pipe and straight air pipe of the equipment, which pipes are adapted to extend through the locomotive for connection at opposite ends thereof with chamber 26 to chamber 23.

corresponding pipes on 'a'connected train. An

I automatic brake valve device (not shown) carried by each of the end units of the locomotive is adapted to selectively either vary the pressure of fluid in the brake'pipe I for controlling the j brakes on the locomotive and cars of a train on the usual automatic principle or to vary pressure of fluid in the straight air pipe 2 for controlling the brakes on the locomotive and cars ofatrain on the straight air principle.

Oneach of the units of the locomotive there is provided a brake controlling valve device 3 with which there is associated a selector valve device 5 comprising a slide valve fihavinga normal posi tion in which it is shown in the drawing' 7 Upon a reduction in pressure in brake pipe I the brake controlling valve device 3 is adapted to respond thereto to supply fluid under pressure toa passage 6 from which it is adapted [to flow past the lowerend o'f'a doublecheck valve 7 to a passage 3 and thence past the lower end of a double check valve 9 to an annular cavity [J encircling the check valve 9 and from said cavity through a passage ii to a relay valve device l2 for operating said relay valve device tosupply fluid at a correspondin pressure from a fluid pressure supply pip-e I3 to a brake cylinder-device M for actuating said brake cylinder device to apply the locomotive brakes. Upon recharging the brake pipe 5 with fluid under pressure the brake controlling valve device 3 is adapted to release fluid under pressure from passage 6 and,- by 'reverse flow from the relay valve device I2 to cause operation thereof to release fluid under pressure from the brake cylinder'device 15 to release the application of brakes.

Upon supply of fluid under pressure to the straight air pipe 2 such fluidis adapted to flow through a passage I5 in the brake controlling valve device 3, a cavity It in the'selector slide valve 5, and a passage I I to the upper end of thedouble check'valve l and thence past said check valve to passage 3 and to the relay valve device I 2 for actuating same to supply fluid at a correspondply the locomotive brakes.

ing pressure to the brake cylinder device 14 to ap- Upon release of fluid under pressure from the straight air pipe, by reverse flow through th communication just described, fluid under pressure will be released from the, relay valve device l2 to .causeoperation thereof to ventthe brake cylinder device llto' release the brakes on the locomotive.

In addition to the slide valve 5, the selector valve device 4 comprises a piston I 9 connected by side to pressure of fluid in a valve chamber 2I containing said slide valve and adapted to be constantly supplied with fluid under pressure through a. passage 22. At the opposite side of piston 19 is a chamber 23 constantly in communication with atmosphere through a vent 24. Belowthe piston I9 there is a coaxially arranged piston 25 of larger diameter subject on one side to atmospheric pressure in chamber 23and arranged to abut the piston I9. At the opposite side'of piston'25 is a pressure chamber 26.

The piston 25 comprises ahead 21 in substantial sliding contact with the wall of a bore in the casing in which said piston operates and open'to the peripheral surface or: said head is a groove containing a lubricating swab 28 in contact with said wall for lubricating same. A packing cup 29 inchamber 26' is secured to the head 2'! for preventing leakage of fluid under pressure from "When fluid under pressure is released from chamberZB, pressure of fluid in chamber 2| will move' the pistons I9, 25 and thereby the slide valve- 5 to their lower position in which they are shown in the drawing and in which cavity It connects passages I5 and II .to permit application and release of brakes from the straight air pipe 2 as above described, f-Upon supply 'of fluid under pressure to chamber '26," as will'be later described, the piston 25 is adapted to move the piston l9 and slide valve 5 upwardly to a brake release'position for effecting operation of an in" dependent brake release valve device-30. 'f The brake releasegvalve device 3 0 comprises, check valve 3! contained in a chamber 32 which is open-to the annular cavity I0 encircling the double'check valve 9 and thence to the relay valve device l2, and is arranged to cooperate with a jseat 33 for closing communication from'said chamber to an atmospheric vent port 34, A spring 35in chamber 32 acts on the check valve 3| for urging it to its seat. A stem 36 extending through a partition wall 3'! in slidable contact therewith and through the vent port 34 is arranged with it's one end for engaging the check valve 3| for unseating same. At the side of wall 37 "opposite port 34 is a chamber 33 formed at one side of a flexible diaphragm 39 and wherein the stem 36 is provided with a follower head engaging the adjacent face of said diaphragm, a spring lil'in said chamber acting on said head and dia- I phragm and normallyho-lding said stem out of I diaphragm I39 are connected by passages 42 and contact with the'check valve 31. At the opposite side of diaphragm is a chamber 41. l

The chambers-38' and 4| at opposite sides of 43, respectively, to the seat of slide valve 5 and to each other through a choke 44. With the slide valve 5 in its normal position, iii-which it is shown in the drawing, a cavity 55 therein opens passage 43 to an atmospheric port 56 whereby diaphragm chamber is vented and chamber 38 is also vented by way of the choke 443, in order that spring 40 may'hold stem 38 out of contact with check valve 3| so thatsaid check valve may be seated'by spring 35'to prevent dissipation oi fluid under pressure supplied either by opera on of the brake controlling valve device 3 or irom the straight air pipe 2-for effecting operation Of the relay valve device I2 to apply the locomotive deflect same and operatestem 36 to unseat the check valve. If at this time the brakes on, the locomotive are applied either by operation of the brake controlling valve device .3 or by pressure of fluid from the straight air pipe 2], the brake applying fluid will be released from the" relay valve device 12 to release the locomotive brakes, it being noted that in this upper position of slide valve cavity I16 therein will be moved out of registry with passage from the straight air pipe 2 to cut oil supply of brake applying fluid from the straight air pipe 2 to the relay valve device l2;.v i

' "In this upper position of slide valve 5 a cavity 48 therein connects passage 42 to a passage 49 leading to an application and release pipe 50 which is normally vented as will be later explained, and a portion of the fluid under pressure supplied to passage 43 will flow through .choke44 to passage 42 and said pipe, but with said pipe vented this supply of fluid to passage 42 will be without ef fect since the venting of saidpipe will maintain diaphragm chamber .38 vented to ensure opening of the check valve 3| and release of locomotive brakes. In the normal position of slide valve 5 the cavity 48 therein opens passage 49, and hence the application and release pipe 50, to a passage 51 leading to the upperend of the double check valve ,9, so'that when there is no fluid -un-' derpressure acting on the lower end of said check valve, as with the brake controlling valve device 3 in its brake release position and with the straight air pipe'vented, the brakes on the loco motive may be applied and released past the upper end of said double check valve by supply-of fluid under pressure to and its release from the application and release pipe 5|]. I

The application and release pipe 50 extends through the locomotive and on each unitthereof isccormected to the respective selectorslide valve 5 asjust described. Also an actuating pipef53 extends through the locomotive and on each unit thereof the selector piston chamber 26 is'open to said pipe via a passage 54in the respective brake controlling valve device SI On eac'hof the A units of the locomotive the application-and release pipe!!!) and actuating pipe 53 are connected to an engineers independent brake valve device 55. h 7 Each independent brake valve device 55--com-. prises a casing having a chamber 56 in which there is disposed a rotatable shaft 5 "which extends to the exteriorof the casing where g' handle chamber- 6 and In c amber 55 a com 5 in s aft l s -n. o-'

video for control ing o ration of solf-lap ne' applic tion andrelease a o d ice 6| ioh, i

release po it o aid handle is adap d to pen ereby the app a on and roeasekp pe. 5 to atm sphor -v U on o me t of and e .58 into its pplicat on d. r l a e n the cam is a a d o o ra e the e tp n valve device Bl to provide fluidi chamber and the application and release pipe 50 at a pressure proportional to the extent of movement from the release position. It will therefore be seen that when the selector slide valve 5 is in its normal position, in which it is shown in the draw ing, and when the=lower end of the double check valve 9 is not subject to fluid under pressure from either'the brake controlling valve device 3 or st aigh air p pe t at b op on f t independent brake valve device fluid under pres.-

sure may be supplied to and released from the re-J lay valve devices 12, via the application androlease pipe .50, for controlling the brakes on the locomotive independently of the brake pipe ,I and straight air pi e 2 and hence independfilltly of the brakes on cars of a connected train;

Ea h independent brake valve device also coniprises. an independent re ease a ve d vioolfil' which in t ay com r se twof oppet val 4 conta ned in hambers fi op o uid pressure s ppl pipe an atmos hero through a vent passage 68, respectively. The two pp valves ar l ax l n ed o se tin the direction of each other and have stems en gaging each other in a chamber 69 which is con-r nected to the actuating pipe 53. A spring "H; in chamber acts on the valve 63 for urging it towards its seat and at the same time unseating the valve 64. A vertically movable plunger H slidahly mounted in the casing is operative upon downward movement to seat valve 64 and unseat valve 63,

58 is'secured to said shaft for turning it from a v release position, in which it is-shownin the drawhandle 58 past a cut-off valve 59 to the application'and release pipe-50.

it i

'T heplunge-r'H is disposed with its outer end in engagement with a bail 12 at one side of shaft 51;.said bail beinghin'ged for vertical movement on' a' p'in '13 at the opposite side of said shaft; The handle 58 is manually depressible relative to the shaft 51 against a spring pressed plunger 1 Hairom a normal elevated position, in'w-hich it is-shown in'th drawing, into engagement with the bail .72 and for thenmovin'g said ball downward about the pin 13.. Upon relief of manual pressure on handle r58-the plunger 13a; is adapted to "return the handle :58 to its upper position to permi t seating of -ivalve 63 and unseating of va'lvealnlzby springt'lfl;

' It will now be seen that if the brakes .ori the locomotive are applied in response'to either a reduction in pressure in brake pipe .I or supply of fluid under pressure to the straight air pipe 2 and the engineer desires to'release such application independent of the brakes on a connected train, all that isreq-uired is depressing or the brake valve handle 58 in its release position to supply fluid under pressure to the actuating ipe 53 and thereby to the piston chamber 26 in the selector valve devices 4 on theseveral units of the locomotive, in response to which said selector valve devices will move to their upper position to cause operation of the respective release valve device 30. x

A cut-out valve 151s associated with each independent brake valve'device 55 tocontrol beinmunieation'=betweensaid brake valve device I I I Y the adjacent ends of the application and r gg' pipe 50 and actuating pipe '53.

. device (Fig. 3) communication Each cut-out valve device 15 comprises a cas ingcontaining ;a;rotary valve lt t'o which a handle 1! is connected through the medium of a stem 'IBior turning said valve to either an open position" (Fig. 2) or a closed position (Fig.3).f Above the rotary valve -16 is achamber 8| 7 open:

to the fluid pressure supply pipe l-whereby fluid fromsaid pipe will be constantly effective on said valveto hold it'seated.

In the open position of the cut-out valve device 15;cavities l9 f'and 80 therein'ope'n the application and release pipe 5!] andthe actuating pipe 53to the respective independent brake valve device 75, while in the closed position of said valve etween said pipes and brake valve device is closed. p When controlling brakes from either end of the locomotive the cut-out valve device 15 at that end is in its open position while atthe non-control end of the cut-out valve device 15 is in its closed position.

When it is desired to change control ends of the locomotive, the engineer will operate the automatic brake valve device (not shown) at the control end of the locomotive to effect a full service reduction in pressurein brake pipe I to thereby cause, the brake controllingvalve devices 3 on the locomotive to apply the, locomotive brakes. He will then move the automatic brake valve handle to ,lapposition and operate the usual brake pipe cut-out. cock (not shown) to close communication between the brake pipe and automatic brake valve device following which thehandle. of said brake valve device will be on the locomotive thu applied and the two brake valve handles removed, the engineer startsv for. the opposite end of the locomotive and upon arrival places said handles in the respec-' 1 3 tive brake valve devices and moves the respec-v tive cut-01f valve device 15 toits open position.

He will then operate the independent brakevalve device into its application and release zone toensure an independent application of locomotive brakes; following which he will open the brake pipe cut-out cock. to connect the brake pipe to 1 the automatic brake valve device which being in running position will recharge the brake 'pipe' I and cause the brake controlling valve devices '3 on the locomotive to move to their brake release position, but the locomotive brakes will remain:v

applied by virtueof the independent brake valve handle being in its application and release zone. In orderto release the brakes on the locomotive V to permit thelocomotiveto be moved the independent brakevalve handle will be turned to its release position whereupon the locomotive brakes will release in the manner before described. I "The construction and operation of the locomotive brake equipment as so far described is the same as in the instruction pamphlet above referred to. e As. above mentioned, when the cut-out valve device 75 at. the control endof the locomotive is closed preparatory to changing ends, it will be noted that the cut-out valve device 15 at the non-- control end of the locomotive is also closed, so

' tion by the respective closed brake pipe cut-outthat if there should be any leakage of fluidjunder pressure into the actuating pipe 53, as fro'm..the' rotary valve chambers 8|, a pressure will'be'z'obe tained there. If while changing ends the pre's- I sure in the actuatingpipe 53 should thus increase to a degree sufiicient to cause the pistons 25 in the selector valve devices 4 to operate the slide" valves -5 to-the upper position'the independent release valve devices 30 will-operateto release the. application of brakes on the locomotive at a time, it will be noted, "when the brake valve devices at both ends of the locomotive are cut-out of operacocks' and'closed cut-off valve devices '55. The locomotive then might start to -move without control and possible. dangerous consequences.

According to the invention we obviate this difii culty however by the provision of a small leakage passageway or groove 8 la in the wall of the cylinder'in which the piston 25 operates. In the'lower or normal position of piston 25 this groove 81a opens chamber 26 to the opposite side of packing cup 29 and thence chamber 23 which is open to atmosphere so that if there is any leakage into the actuating pipe 53 through the closed cut-ofi' valve devices 15 while changing control ends of the locomotive, such leakage will be dissipated and thus prevent undesired movement of the selector slide valves 5 to their brake release posi-' However, when-fluid 'un'derpressure is intentionally supp-lied to the actuating pipe 53 to cause operation of the selector'valve devices on.thelocomo-. tive to their releaseposition toeflect an inten'-' tion for releasing the locomotive brakes.

tional release of locomotive brakes, the packing cup 29 will close therupper end of groove Slate avoid unnecessary loss of'fluid under pressure from chamber 25.* v,

i l I I Summary V It will now be seen that we have provided an improvement in the No. 24RL locomotive brake equipment which will insure against loss of control of the locomotive underrcircumstanoeswhere such loss might be extremely dangerous.

Having now described our invention, what we claim asv new and desire to secure by Letters Patent, is: 1 .1. In a fluid pressure brake apparatus, incombination, a pipe, means movable to abrake re-i. lease position in response to a chosen pressure,

of fluid-in said pipe and to another position upon reduction-in pressure of fluid in said pipebelow s'aidchosen pressure, two control valve devices connected to spaced apart portions of saidpipe and operative to either supply fluid under pressure to said pipe or to vent said pipe,-a cut-out valve device, for each control valve device for selectively openingand closing communication between said pipe and the respective'control valve device, and

a leakage passageway for opening said pipe to at mosphere for dissipating leakage of fluid under pressure to said pipe with said cut-out valve devices in their .communication closingposition;

2. In afiuid pressure brake'apparatus, in combination, a pipe, means movable to a brake ree lease position in response to a chosen pressure of fluid, in said pipe and to another position upon upon reduction in pressureof fluid in said pipe below said chosen pressure, two'control valve de-' vices connected to spaced apart portions of said pipe and operative to either supply fluid under pressure to said pipe or to ventsaid pipe, a cut-out valve device for each control valve device for" selectively opening and closing communication.

between said pipe and the respective control valve device, and means controlled by the first named means operative in its brake release position to establish a communication with said pipe for dissipating fluid under pressure which may leak into said pipe and operative in its normal position to close the last named communication.

3. Brake apparatus for a double end multiple unit locomotive comprising in combination, means in each unit of the locomotive operative to efiect an application of brakes thereon, a pipe extending through the locomotive, means on each unit of the locomotive responsive to a chosen pressure of fluid in said pipe to release the brakes on the unit, a brake valve device on each of the end units of the locomotive operative to supply and release fluid under pressure to and from said pipe, a cut-out valve device for each brake valve device for selectively opening and closing communication between said pipe and the respective brake valve device, and a leakage port opening said pipe to atmosphere.

4. Brake apparatus .for a double end multiple unit locomotive comprising in combination, means on each unit of the locomotive operative to effect an application of brakes thereon, a pipe extending through the locomotive, means on each unit including a piston movable to a brake release position by a chosen pressure of fluid in said pipe to release an application of brakes on the unit and movable to a normal position upon reduction in such pressure to a lower degree, a

brake valve device on each of the end units of the locomotive selectively operative to either supply fluid under pressure to or vent fluid under pressure from said pipe, a cut-out valve device for each brake valve device for selectively opening and closing communication between said pipe and the brake valve device, and a leakage port controlled by said piston for opening said pipe to atmosphere in the normal position of said piston, said piston closing communication from said pipe to atmosphere through said port in its brake release position. v

5. Brake apparatus for a dOubI-e end multiple unit locomotive comprising in combination, means on each unit of the locomotive operative to effect an application of brakes thereon, apipe extending through the locomotive, means on each unit of the locomotive controlled by pressure of fluid in said pipe and movable in response to venting of said pipe to a normal position for opening communication through which said application of brakes on the unit. is eiiected and movable in response to a chosen pressure of fluid in said pipe to a brake release position for closing said communication and releasing an application of brakes on the unit, a leakage port from said pipe controlled by the last named means and opened in the normal position thereof and closed in said brake release position, a

brake valve device on each of'the end units of the locomotive selectively operative to either supply fluid under pressure to or vent fluid under pressure from said pipe, and a cut-out valve device for each brake valve device for selectively opening and closing communication between said pipe and the respective brake valve device.

6. Brake apparatus for a double end multiple unit locomotive comprising in combination,

10 means on each unit of the locomotive operative to effect an application of brakes thereon, a pipe extending through the locomotive, means on each unit of the locomotive responsive to a chosen pressure of fluid in said pipev to release the brakes on the unit, a brake valve device on each of the end units of the locomotive operative to supply and release fluid under pressure to and from said pipe, a cut-out valve device for each brake valve device comprising a casing having a chamber charged with fluid under pressure, a rotary valve in said chamber pressed to.its seat by fluid under pressure in said chamber and having one position for opening said pipe to the respective brake valve device and a second position for closing communication between said pipe and the respective brake valve device, means for turning said rotary valve to its difierentposi-ti'ons, and means for dissipating fluid under pressure from said pipe which may leak from said chambers to said pipe with said cut-out valve devices in said other position.

7. Brake apparatus for a double end multiple unit locomotive comprising in combination, means on each unit operative by fluid under pressure to eifectan application of fluid pressure brakes thereon, brake release means on each unit operative by fluid under pressure to open a communication for releasing such fluid under pressure to effect a release ofbrakes and operative upon venting of said operating fluid under pressure to close said communication, a pipe, selector means on each unit movable in response to a chosen pressure of fluid in said pipe to a brake release position to supply fluid under pressure to operate said brake release means and movable toa normal position upon reduction in pressure in' said pipe to below said chosen pressure, means for dissipating leakage of fluid under pressure to said pipe rendered effective by said selector means in its normal position and ineffective in its brake release position, an independent brake valve device on each of the end units of the locomotive operative to either supply fluid under pressure to or release fluid underpressure from REFERENCES CITED The following references are of record in the flle of this patent:

UNITED STATES PATENTS Number Name Date 1,394,074 Farmer Oct. 18, 1921 1,703,896 Parke Mar. 5, 1929 2,367,618 Rush Jan. 16, 1945 

